I will share my experience of owning a 2001 Peugeot 307, hatchback body, 2.0 Hdi diesel engine.
I have had my car for 3 years. I’ll make a reservation right away - I have always maintained the good condition of my car. But there were factors beyond repair - these are Peugeot diseases.
According to the results of ownership, the following can be attributed to the disadvantages of the Peugeot 307:
1. Simple, but VERY oak like a stool suspension (especially in winter) - it constantly cut me down in this car. Front suspension - McPherson, rear - beam. When I was driving on a bad road, for some reason I always remembered my father's old lupy Muscovite of the 60s. release, it was a very similar feeling. In general, I think that a beam cannot be put on a car that weighs a little more than a ton. Beam for cars is closer to 2 tons, so that the stiffness of the suspension is hidden by the weight of the car.
2. The “boxed” cheap knock of the front suspension on the pits is a disease of the car, it cannot be corrected, no matter how hard it tries.
3. A short service life of the front suspension stabilizer struts - every 10 thousand km they need to be changed, which is not typical for a rigid suspension.
4. Squishy hubs up to the breakdown of the thread in them when installing the wheels - you must always have a sword with you.
5. Very weak electrics in the winter - every winter something constantly caught fire on the on-board computer, or maybe all at once. I generally keep quiet about the bulbs in the headlights, they constantly burn out. The desire to buy and change is not a problem, but to crawl up to change the bulb in the headlights - you will squirm for a couple of hours in the cold, and all this for the sake of one fucking bulb + everything - scratches and beatings on your fingers after the replacement process. In the taillights, changing bulbs is easier - 3-5 minutes maximum.
6. No squishy dragonfly (turn switch) - for very gentle people, turn signals may spontaneously turn on when turning the steering wheel, repairs cost money, but there was no desire to do this, I saved up money to repair other breakdowns.
7. Small engine compartment and constant hemorrhoids when removing the battery.
8. No noise isolation - you can constantly hear how the engine and suspension work,
9. Perceived vibration in the cabin and crickets.
10. Low ground clearance and a long overhang, which constantly interfered with spinning in the yards, being afraid to hit the curb, and in winter, when driving in a rut, you constantly touch the snow with your belly.
11. Too much plastic - half the body is plastic, plastic and more plastic. It is rightly said that the French do not rot. Of course, because half of the car is made of plastic. There is also a lot of plastic under the hood, which is unreliable. If you want to change the fuel filter yourself in the cold (in those models where it is collapsible and consists of an insert filter and a glass with a lid), the French made it so that the glass breaks easily. The cost of a new glass is $ 50, for disassembly - about the same. Call any disassembler, and he will confirm that they constantly turn for glasses in winter, and they have a good income from this, because they sell it at the price of a new one. The newer Peugeot 307 has a non-separable filter, and its cost on the market is more than $40. In this car, the more often you change the filter, the better, but definitely at least once a year.
12. Sloping front - when driving on the highway, you constantly catch small pebbles, subsequently there are too many chipped paint on the bumper, in a year or two the bumper will need to be painted. I'm not talking about what will happen if you do not install a fly breaker (hood deflector) on the hood - if it is not there, the entire hood will be covered with chips.
13. A very demanding car in terms of fuel quality - it always refueled at the city gas stations of Belneftekhim (in Minsk) - for myself I chose a gas station in Chizhovka (near Prostor), for buying the Arctic - a gas station on Serova St., near AvtoVAZ. Just try to fill up some shit at gas stations on the highway - the car will punish you - it will drive to the spot. Therefore, you need to think about refueling the car in advance.
In general, I regretted buying a diesel engine, because I thought I would save money, but in the end, it seems to me that it turned out to be more expensive to maintain a diesel car, and even more so at the cost of the Arctic.
14. Any repair always costs at least 100 dollars - below 100 dollars the conversation does not even begin. Expensive spare parts are not about the suspension, but about everything else. The suspension is not very expensive in terms of cost, in principle, like all cars of a similar class, but definitely cheaper than BMW. But various sensors, other electrical elements, etc. - Save more money for a replacement. It was very disappointing, because the car is small, but it requires dough, like large sedans.
15. In winter, do not rely heavily on the car - at -20 degrees you will try to reanimate the car. Moreover, it will start, but at first it will tickle your nerves, it will fizzle out, it will smoke like a real cramp (I want to note that the car was 10 years old - not so much, but for a Frenchman of production after 2000 - this is old age), and then it will drive like nothing didn't happen all day. Remember, the main thing is to resuscitate, but it will feel like you own not a $ 7,500 car, but a $ 1,000 cramp.
16. If you do minor repairs yourself, you will constantly stink of diesel.
17. It is very uncomfortable for passengers to sit in the back - there is not enough space + the feeling that you are sitting on wheels is a minus of all hatchbacks - the back literally throws up.
18. There are too many options for spare parts when buying them in the markets and car dealerships, some you have to take at your own peril and risk, I had to change several times. Even by VIN-code, there are several options.
19. Oh yes, I forgot about the climate control - the car and its internal space were warming up not just for a long time, but for a very long time. By the time it gets hot, you've already arrived.
In short, in a word, there was too much of everything, after which I promised myself that I would never buy a diesel car again, and even more so a Frenchman younger than 2000, because it was at that time that manufacturers thought about why making eternal cars, if you can do them for 5 years. By the way, fuel consumption in the city was at the level of 6.8 liters in winter, 6.1 in summer, on the highway 5-5.5. But once again, the savings are imaginary, there are too many associated costs for maintaining the fuel system. Gasoline engines have more consumption, but there are practically no associated costs.
The upsetting cons quite a bit compensated for the pros of this car:
1. Not once in three years did the car stand up anywhere.
2. Always start, even in cold weather, but like a real cramps.
3. Good road holding.
4. Simple suspension and predictable breakdowns
5. It contained everything I needed.
6. On long journeys, the butt and lower back did not hurt
7. Rigid suspension makes the child well on the road, the child sleeps all the way.
8. Good built-in music
9. Strong windshield.
10. The car inside is rather big, as it seems from the outside - an optical illusion.
Why didn't you sell it immediately after purchase? So because I bought it for good money in the winter of 2010, after 3 months the prices went down sharply and only after 3 years they rose a little to beat back the cost of the car at least a little. It was a pity to lose 2000 dollars from scratch. But in the end he sold it for good money, he added it to the amount for buying an apartment. But remember, this car is not worth the money, its red price is 4000 US dollars, like a real good cramp.
I consider this car Outsider "om of the French car industry, designed for very smooth roads and a warm climate.
Tips for beginners:
1. Don't be fooled by the fact that the car is beautiful
2. Read reviews before buying a particular model
3. Never buy a car on the market in Zhdanovichi and Malinovka (Minsk) - there are all beaten-killed cars. Ask yourself why a car on the market costs the same as if it were imported from Germany. The Germans will never give you a good car, but for a beaten one they will give you a good one. Here are our hauls and they buy such cars, bring them to the garages of eminent masters and put the “candy” on the market. And as a result, after six months you have technical problems with the car and problems with swollen paint.
The best thing:
Drive the car yourself
Buy from the owner in Belarus (do not be afraid to go even to Novopolotsk (figuratively) and watch cars live, although you can find good options in Minsk),
Or if you have money, buy a new Russian-made foreign car.
Of everything, I personally choose the second option - to drive ad nauseam and choose a car from the owner in Belarus.
And do not forget to have a thickness gauge or a good bodybuilder with you, or better, both at once.
From the very beginning of our acquaintance, diesel made me treat myself with increased attention: even outside, I had to listen properly to the idling engine in order to catch characteristic rattling sounds in its smooth, quiet hum. From the driver's seat, the sound of a diesel engine turned out to be almost indistinguishable from a gasoline one; and the sound insulation has nothing to do with it at all - I realized this only later, when at speed a light whistle of the wind nevertheless penetrated into the cabin through all the obstacles erected in its path by engineers.
I must say, according to my feelings, the devourer of "diesel fuel" looks no slower than its gasoline counterpart. Yes, at first the motor was clearly lazy and was in no hurry to respond to the energetic prodding of the accelerator. However, after a while, he made up for lost time, and the arrow crossed the treasured cut-off on the speedometer in about the same time as in a car with a gasoline engine. Of course, 9.2 seconds to 100 km / h is not a very outstanding achievement, but the Peugeot 508 is definitely not striving for the laurels of a sports car. Its destiny is to be a solid and comfortable sedan for a calm person.
Therefore, on the highway, the diesel engine behaved with a sort of imposing laziness. He needed time each time to comprehend the changed circumstances and switch from jogging to galloping, no matter how actively I pressed the gas pedal to the floor. But realizing what exactly was required of him, he gave out quite tolerable acceleration. By the way, the dynamics of a car with a diesel engine is practically not affected by the number and dimensions of passengers - in contrast to the version with a 150-horsepower engine, which is very sensitive to additional load.
As I overtook yet another slowly moving car, this time an E-Class Mercedes, I noticed a sidelong glance thrown by its driver at the French insolent, through the windows of which one could see the imposing figures of three passengers. Oh, if he only knew that in addition to the filled interior, the trunk of the car is also burdened with some belongings, and only a 136-horsepower unit works under the hood. It is clear that in a fair fight, the Stuttgart sedan would not have left us any chance of winning. But, damn it, it's still nice to be able to present such a surprise to an arrogant fellow traveler on the road, even if prepared in advance!
It seems that this time the descendants of the cunning Gauls changed their habit of saying not quite what they think, and really decided to go in an unconventional way. The “French” must somehow win back the living space in the middle class, which they have long and hopelessly lost! The two-liter diesel joker occupies a very important place in the deck of Peugeot 508 modifications. If you do not take into account the deliberately marketing 120-horsepower engine and take out of sight the obviously expensive modification of the GT, then our engine has the only real rival - the same 150-horsepower gasoline unit. In terms of driving habits, cars with these units practically do not differ from each other, but the diesel engine has fuel economy and better elasticity. True, for these virtues you will have to pay 95 thousand, but this difference is justified by the heater of the Webasto salon.
The French appointed Passat and Mondeo as direct competitors of the 508th. The most affordable diesel "German", albeit more powerful, will cost much more - 1,450,000 rubles; and it will be smaller in size. But Ford, which is almost identical in terms of dynamic characteristics and base price, managed to get ahead due to a special discount and now costs almost 120 thousand cheaper. So for popular recognition, the 508th will have a difficult battle.
Short description:
4-cylinder;
8-valve or 16-valve;
Turbocharging;
For small cars of compact and middle class.
The engine appeared at the end of 2001. The first version 1.4 HDI with the designation DV4TD developed 68 hp. It was equipped with a common rail injection system developed by Siemens (later Bosch). The turbodiesel received an aluminum block with cast iron sleeves, an 8-valve head and a constant geometry Garrett turbocharger.
The first version lasted until 2008 with virtually no changes - until the release of the new DV4CTD engine of the same power. The novelty was equipped with a Delphi injection system and a third-generation particulate filter. This made it possible to fit into the requirements of the Euro 5 environmental standard.
In 2002, along with the DV4TD, they offered a 90-horsepower 1.4 HDi with the DV4TED4 index. It features a 16-valve side-head, variable geometry turbocharger and charge air cooler. However, the 16-valve version was not very popular.
In 2005, for the needs of the triplet Citroen C1, Peugeot 107 and Toyota Aygo, a 54-horsepower version was developed based on the 8-valve version 1.4 HDi. It made it possible to obtain low fuel consumption - an average of 4.1 l / 100 km.
The 8-valve 1.4 HDi is the least burdensome to maintain. Its main advantage is its simple design compared to larger diesel engines. There is no dual-mass flywheel and intercooler (intercooler). A new turbocharger costs only 20,000 rubles. But malfunctions of the injection system will entail higher costs - from 24,000 rubles per nozzle.
Of course, it must be taken into account that the 1.4 HDi is designed for small cars, so it is not as hardy in the larger Citroen Xsara and Peugeot 307. You can usually expect 150,000 km of trouble-free operation. After 200,000 km, not only attachments wear out, but also the “insides”, which is manifested by a drop in power and oil consumption.
Turbocharger
One of the main malfunctions of the 1.4 HDi is the failure of the turbocharger. In versions with a capacity of 54 and 68 hp. it has a constant geometry and is relatively cheap - about 20,000 rubles. For repairs will have to pay half the cost.
Incorrect operation of the exhaust gas recirculation system is manifested, for example, by a decrease in power. Typically, the cause is a faulty EGR valve or the vacuum valve that controls it. Newer versions of the 1.4 HDi use an electrically actuated valve, which is more durable, also due to the self-cleaning function. The cost of a new valve is from 6,000 rubles.
crankshaft pulley
A pulley with a damper is used to drive the generator and power steering pump. Its service life is over 70-100 thousand km. A new original pulley is available for 6,000 rubles, and analogues are half the price.
Application:
Citroen C1: 2005-2014
Citroen C2: since 2003
Citroen C3: since 2003
Citroen Nemo: since 2008
Citroen Xsara: 2003-2005
Ford Fiesta: since 2003
Ford Fusion: 2002-2012
Mazda 2: 2003-2014
Peugeot 107: since 2005
Peugeot 206: 2002-2007
Peugeot 207: 2006-2012
Peugeot 307: 2001-2010
Peugeot Bipper: since 2008
Toyota Aygo: 2005-2010
Summary
In small cars, the 1.4 HDi performed well. It provides decent dynamics and very low fuel consumption. Malfunctions happen, but the prices for spare parts, even such important ones as injectors, are not so high. This is one of the cheapest common rail diesel engines to repair.
1.6HDi
Short description:
4-cylinder;
8 or 16 valve;
Common rail injection system;
Turbocharging;
Designed for small cars, representatives of the compact and middle class, minibuses.
The 1.6 HDi is undoubtedly a very successful engine. It is presented in two variants: 16-valve, produced since 2002, and 8-valve, which debuted in 2010. The first option is the most widely used. It has a toothed timing belt that drives one camshaft. The other camshaft is rotated by the timing chain. The manufacturer prescribes the replacement of the timing belt after 240,000 km, but experienced mechanics recommend reducing the interval by at least half. The timing chain is capable of withstanding 200,000 km. After it begins to stretch, and noise appears.
The engine is equipped with a common rail injection system. The vast majority of copies have Bosch fuel equipment, which guarantees reasonable costs for any type of repair work. But there are modifications with Siemens equipment. The system is durable, but much more expensive to operate. Her nozzles are beyond repair. Before buying, you should determine what you have to deal with. The hint can be found by the inscriptions on the fuel pump or by the VIN code (in the official service or the Internet).
1.6 HDi exists in several versions of power and equipment configuration - depending on the type of turbocharger, flywheel and the presence of a particulate filter. 75- and 90-horsepower modifications have the simplest set of equipment.
Operation and typical faults
The 1.6 HDi engine is quite reliable, although owners and mechanics point out one drawback - a tendency to oil leaks. Fortunately, more serious malfunctions are very rare. On versions with a combined timing drive (chain plus belt), there are isolated cases of chain stretching.
Turbocharger
The supercharger itself is durable, but the lubrication system is disappointing. We are talking about the oil supply line to the rotor bearings. Over time, the permeability of the channel decreases, which gradually leads to an increase in lubrication deficiency and wear. To prevent a malfunction, it is necessary to regularly clean the channel or simply replace the oil supply pipes.
particulate filter
Some versions of the engine have a particulate filter (there are no clear rules for its use). If the car is operated in the city, then an increase in the oil level may be observed. This is excess fuel that is used to burn out the filter and enters from the cylinder walls into the oil pan. Interestingly, in later copies this problem does not occur, and if it does, it is very rare.
nozzles
Injector malfunctions occur, but not regularly. However, you need to be prepared for this. If the car has a Bosch injection system, then the repair cost will be between $100 and $500. If Siemens, then you will have to spend almost $1,000. When checking a car, listen to the engine. Rough idling may indicate injector problems.
Oil leaks, exhaust smell in the cabin
You will not find leaks from the bottom of the engine, but traces of oil in the area of \u200b\u200bthe nozzles are quite likely. Fortunately, this is not dangerous. The disease is accompanied by the smell of exhaust gases in the cabin. This means it's time to renew the sealing washers under the injectors. Mechanics recommend performing a preventive replacement of washers every 2-3 years.
Specifications
|
Version |
1.6HDi - 75 |
1.6HDi - 90 |
1.6HDi - 90 |
1.6HDi-92 |
1.6HDi - 109 |
1.6HDi - 109 |
|
injection system |
||||||
|
Working volume |
||||||
|
Power |
90 HP / 4000 |
90 HP / 4000 |
92 HP / 4000 |
109 HP / 4000 |
112 HP / 4000 |
|
|
Max. torque |
185 Nm / |
215 Nm / |
230 Nm / |
230 Nm / |
240-260 Nm / |
270-285 Nm / |
|
Timing drive |
belt + chain |
belt + chain |
Toothed belt |
Toothed belt |
belt + chain |
Toothed belt |
Application:
Citroen C2: 2003-2009
Citroen C3 I: 09.2005-08.2010
Citroen C3 II: from 11.2009
Citroen C4 I: from 11.2004
Citroen C5 I: 09.2004-08.2007
Citroen C5 II: from 02.2008
Peugeot 206: 05.2004-07.2009
Peugeot 207: from 02.2006
Peugeot 208: from 03.2012
Peugeot 307: 02.2004-08.2007
Peugeot 308: from 09.2007
Peugeot 3008: from 06.2009
Peugeot 407: 05.2004-09.2011
Ford Fiesta V: 11.2004-09.2008
Ford Fiesta VI: from 10.2008
Ford Fusion: from 11.2004
Ford Focus II: 11.2004-09.2011
Ford Focus C-Max: from 10.2003
Mazda 2: 04.2006-06.2009
Mazda 3: 04.2006-06.2009
Mini: from 03.2007
Suzuki SX4: from 04.2007
Volvo C30: 10.2006-09.2012
Volvo S40: 01.2005-07.2013
Volvo V50: 01.2005-07.2013
Volvo V70: from 01.2010
Volvo S80: from 01.2010
Summary
The 1.6 HDi engine deserves the highest marks. It is easy to operate, has a low level of noise and vibration, does not create problems for mechanics. The main thing is not to run into a car with too much mileage.
2.0HDi
Short description:
4-cylinder;
8 or 16 valve;
Common rail injection system;
Turbocharging;
Designed for a wide range of vehicles of various classes.
The 2.0 HDi engine is one of the best in its class. Nothing surprising. It is based on the design of the old time-tested 1.9 D unit, created more than 15 years ago. Therefore, the modern French turbodiesel is devoid of almost all childhood diseases.
All 2.0 HDi versions have common rail injection from Bosch or Siemens. The older generation of engines was equipped with an 8-valve block head, later with a 16-valve. With the exception of the very first copies, all modifications of the French turbodiesel work with a wet-type particulate filter. Japanese and German models may use a dry type filter.
The timing belt is driven by a belt. In the 16-valve version, the second shaft is connected to the first with a timing chain.
Operation and typical faults
The particulate filter causes the most controversy. The most preferred models of recent years of production without a particulate filter (there are also such). For example, the Citroen C5 in 2005 was not equipped with a particulate filter in some Eastern European markets. But in the vast majority of cars the filter is installed. However, it is worth noting that in older models before 2003, the filter had a lower capacity and barely lasted 80,000 km. Later, the manufacturer began to install an improved filter with a larger capacity with a service life of about 180,000 km.
Pulley
The problem affected mainly buyers of the diesel 2.0 HDi of the first series. It turned out that the auxiliary equipment belt drive damper pulley can withstand only 20-30 thousand km. Demand for the pulley exceeded supply, and a huge queue lined up for services. There are currently no problems with spare parts.
Timing chain tensioner
Although rare, there are cases of stretching of the timing chain connecting the shafts. Replacement cost is about $300.
Specifications - Part I
|
Version |
|||
|
injection system |
|||
|
Working volume |
|||
|
Arrangement of cylinders / valves |
|||
|
Power |
90 HP / 4000 |
107 HP / 4000 |
108-109 HP / 4000 |
|
Max. torque |
|||
|
Timing drive |
toothed belt |
toothed belt |
toothed belt |
Specifications - Part II
|
Version |
||||
|
injection system |
||||
|
Working volume |
||||
|
Arrangement of cylinders / valves |
||||
|
Power |
100-136 HP / 4000 |
103-140 HP / 4000 |
110-150 HP / 3750 |
120-163 HP / 3750 |
|
Max. torque |
320-340 Nm / 2000 |
|||
|
Timing drive |
belt + chain |
belt + chain |
belt + chain |
belt + chain |
Application:
Citroen Xsara I: 02.1999-03.2005
Citroen Xsara Picasso: 12.1999-08.2010
Citroen C4 I: 11.2004-04.2012
Citroen C4 Picasso: from 02.2007
Citroen Xantia: 02.1999-04.2003
Citroen C5 I: 03.2001-02.2008
Citroen C5 II: from 02.2008
Citroen DS5: from 11.2011
Citroen Evasion: 08.1999-07.2002
Citroen C8: from 07.2002
Peugeot 206: 12.1999-11.2009
Peugeot 306: 06.1999-04.2002
Peugeot 307: 08.2000-09.2008
Peugeot 308: from 09.2007
Peugeot 3008: from 06.2009
Peugeot 406: 06.1998-10.2004
Peugeot 407: 05.2004-09.2011
Peugeot 508: from 10.2010
Peugeot 5008: from 11.2010
Peugeot 607: 05.2000-08.2010
Peugeot 807: from 06.2002
Ford Focus II: 11.2004-10.2011
Ford Mondeo III: from 03.2007
Ford C-Max: 10.2003-03.2007
Ford S-Max: from 06.2005
Ford Galaxy II: from 05.2006
Ford Kuga: from 08.2003
Suzuki Grand Vitara: 07.2001-07.2003
Volvo C30: 10.2006-09.2012
Volvo V70: from 10.2007
Summary
Older 8-valve versions are considered the most reliable. The injectors and turbocharger are inexpensive to repair, and the crank mechanism is very durable. More modern 16-valve modifications require more thorough diagnostics before purchase, but are also worthy of recommendations.
2.2HDi
Short description:
4-cylinder;
16-valve;
Common rail injection system;
Designed for cars of the middle class and above.
The first generation 2.2 HDi (DW12) debuted in 2000 in the Peugeot 607. At the time, it was a modern engine.
The 2.2-liter turbo diesel from the very beginning had 16 valves and was always equipped with a particulate filter, as it was certified to the Euro 5 standard. Reliable and maintainable Siemens electromagnetic injectors were responsible for fuel injection.
Due to the suboptimal ratio of diameter and piston stroke (large stroke), the engine received a cartridge with balancing shafts driven by the crankshaft. An interesting solution was also the vacuum flap control system in the intake system. She directed air to one or two valves, thereby changing the value of torque.
In 2006, the next generation 2.2 HDi is introduced, with many significant changes. First of all, the power has increased to 170 hp. The increase was achieved through the use of two turbochargers and higher injection pressure, which has grown from 1600 to 1800 bar.
In the injection system, instead of electromagnetic nozzles, piezoelectric nozzles with 7 holes began to be used to provide multi-phase spray. The balance shafts and the system for changing the length of the intake channels were abandoned. An electric EGR valve appeared in the exhaust gas recirculation system, and the diesel particulate filter replacement interval increased to 140,000 km.
The last 2.2 HDi installed since 2010 reached 204 hp. And the turbocharger is again alone. It should be noted that the turbine is cooled by liquid. This had a positive effect on its durability. The modified fuel system received piezoelectric injectors with 8 holes, and the injection pressure increased to 2,000 bar.
Operation and typical faults
The particulate filter works with additives, which is entirely justified. Since it is not installed with the catalyst, but behind it. Additives reduce the ignition temperature of soot. At the same time, a large amount of diesel fuel is not required for the burning process. As a result, in 2.2 HDi there is practically no dangerous oil dilution by diesel fuel.
The only problem is that supplements need to be replenished regularly. For this, a special tank with a dispenser is provided in the car. The service maintenance plan recommends replenishing the fluid supply in the range from 90 to 120 thousand kilometers.
The big differences between the 2.2 HDi generations make them look like different engine designs with their own problems.
The first generation 2.2 HDi is the most popular in the secondary market. Buyers of vehicles with this engine should check the tightness of the injection system, the condition of the turbocharger and the dual-mass flywheel. It does not have typical design defects, but often the diesel particulate filter causes trouble.
In the case of the later 2.2 Hdi / 170 hp. the big problem is the complex design of the intake system, which uses two turbochargers. Mechanics have difficulties not only with the accuracy of diagnostics, but also with repairs (difficult access).
The latest 2.2 HDi is more loaded. It is too early to judge its durability. Owner experience shows that most problems are caused by the FAP filter.
The 2.2 HDi turbodiesel, as a rule, overcomes the first 200,000 km without serious failures. Later, there may be problems associated with equipment breakdowns. More often malfunctions happen with the first generation engine. This is due to a decent age and high mileage. Over time, nozzles, a turbocharger wear out, leaks appear in the injection system, sensors fail, and malfunctions associated with the particulate filter occur. To this it is worth adding the features of a complex design - balancing shafts and an inlet channel of variable length.
The new engines have a simplified mechanical design, but have received more electronic equipment, which is something to be wary of in the future. In the 2.2 HDi of the second generation, both turbochargers create problems.
injection system
There are problems with starting, power drops, fuel consumption increases, the exhaust turns black.
Repair, as a rule, consists in replacing fuel injectors. In addition, the tightness of the high-pressure circuit is often violated.
Turbocharging
There is a lack of power, blue smoke comes out of the exhaust pipe, the oil level drops, a loud whistle is heard during acceleration.
Before deciding to replace the turbocharger, you should make sure that it is he who is the cause of the power shortage. Sometimes the controller reduces the efficiency of the turbine due to obstruction of the particulate filter.
Electronics
There are problems with starting, power drops, there is no proper reaction when the gas pedal is pressed, the engine goes into emergency mode.
The controller and electronic equipment can be responsible for many different problems. In the event of a controller failure, it can usually be restored. Defective sensors must be replaced.
particulate filter
There is a drop in power, information about a clogged particulate filter is displayed on the on-board computer screen, the engine goes into emergency mode.
The particulate filter requires replacement every 80, 120, 140 or 180 thousand km. It all depends on the generation of the FAP filter. The first filters have a relatively short lifespan, but are inexpensive. Later filters are changed less often, but are 4 times more expensive. Do not forget about replenishing the supply of special fluid.
Application:
Summary
Diesel 2.2 HDi can be considered a successful design, although not very durable. Unfortunately, this engine turns out to be quite expensive to repair and maintain, especially with high mileage. The mandatory particulate filter also increases the operating costs.
Peugeot Diesel Legacy
In 1979, the company produces the first in Europe turbodiesel, and in 2000 introduces the innovative Diesel Particulate Filter (DPF) ( FAP), which becomes a revolutionary device that allows you to minimize the amount of emissions of harmful substances into the atmosphere. The first FAP particulate filter was installed on the Peugeot 607. Later, PSA patented particulate filters were installed on Peugeot and Citroën models in all market segments. At the end of 2005, PSA Peugeot Citroën produces the millionth car equipped with a particulate filter. In 1998 PSA Peugeot Citroën signs an agreement with Ford Motor Corporation on the beginning of joint development in the field of diesel technology. Lightweight, environmentally friendly and high-performance engines have become an integral part of the range of commercial and passenger vehicles from both manufacturers. At the same time, successful cooperation, which continues today, has allowed partners to become world leaders in this industry.
In 2007, the Group begins cooperation with Mitsubishi Motors Corporation. As part of the agreement, the French are supplying the Japanese manufacturer with a 2.2-liter diesel engine. with direct injection. To meet world environmental standards, the engine is equipped with a particulate filter FAP technology PSA Peugeot Citroёn. At present, the PSA Peugeot Citroën Group plant for the production of diesel engines in Tremery (France) is the largest in the world. For the past two years, the Group has been the European leader in sales of low CO21 vehicles.
The world record for the lowest officially recorded fuel consumption in history belongs to the Peugeot 308 with HDi diesel engine. This vehicle has traveled 1,919 km with a single tank of less than 60 liters2. Thus, the average fuel consumption was 3.13 liters per 100 km.
HDi fuel injection system
system HDi features direct high-pressure fuel injection into the combustion chamber. This increases the efficiency of the engine, improves its performance, reduces fuel consumption.
Diesel particulate filter (FAP)
The particulate filter is designed to remove particulate matter from the exhaust gases and neutralize them by afterburning, which means the elimination of almost all harmful emissions into the atmosphere.
Diesel engines Peugeot in Russia
Peugeot cars equipped with diesel engines were sold by the Russian branch of the brand until April 2004. The share of sales of these cars was about 3% of the total. Taking into account such insignificant sales of diesel engines in the Russian market, as well as the low quality of diesel fuel in the past and the conditions for its sale in Russia (not available at all gas stations, the presence of two types of fuel: summer and winter, etc.), the supply of diesel engines to Russia have been discontinued. Today, Peugeot is relaunching its diesel engine range, which is now available for the 308, 407, 4007 and Partner Tepee models. It is expected that according to the results of the first full year of sales of diesel engines, their share will be about 10% of all sales of the brand, and two years later - 20%.
Peugeot diesel range presented in Russia
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Model/Version |
Combined cycle, l/100 |
CO2 emission |
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308 1.6L Diesel HDI Manual6 |
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308 1.6L diesel HDI manual transmission6 |
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308 2.0L Diesel HDI Manual6 |
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308 2.0L diesel HDI automatic transmission6 |
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Model/Version |
Combined cycle, l/100 |
CO2 emission |
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308 BK 1.6L Diesel HDI |
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308 SW 1.6L Diesel HDI |
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308 SW 2.0L Diesel HDI |
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308 SW 2.0L Diesel HDI |
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Model/Version |
Combined cycle, l/100 |
CO2 emission |
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407 2.0L Diesel HDI Manual6 |
Peugeot 308/308 SW
1.6 l HDi FAP3: 80 kW (≈110 hp) - DV6TED4
This 1560 cm3 diesel engine equipped with a diesel particulate filter develops a maximum power of 80 kW at 4000 rpm and is highly responsive and responsive with a maximum torque of 240 Nm at 1750 rpm. Such performance is made possible by technological developments such as variable geometry turbocharger and high pressure direct injection system (up to 1600 bar).
Thanks to the boost function, the indicated maximum torque can be increased to 260 Nm for a short time. Thus, this engine, which is the basis of the 308 diesel engine family, achieves an excellent compromise between performance and operating costs. In mixed mode, the engine consumes 4.7 liters per 100 km, which is 0.3 liters less than the 307 series model (-6%) with the same engine and manual transmission.
2.0 l HDi FAP: 100 kW (≈136 hp) - DW10BTED4
The working volume of this diesel engine is 1997 cm3. The maximum power of the unit is 100 kW at 4000 rpm, while the maximum torque reaches 320 Nm at 2000 rpm. During hard acceleration, the boost function is activated, which can increase the torque to 340 Nm, which allows, for example, to safely overtake. To achieve the excellent performance described above, the engine is equipped with a variable geometry turbocharger, an electronically controlled high-pressure pump, as well as six-hole piezoelectric injectors that ensure that the fuel is atomized into the smallest particles in the combustion chamber (which allows for optimal optimal dosing).
This engine gives the Peugeot 308 those dynamic qualities that determine the behavior of the car on the road. At the same time, the 6-speed manual transmission of the car provides acceleration from 0 to 100 km / h (without passengers) in 10.1 seconds and allows you to increase the speed from 80 to 120 km / h in 8.4 seconds in 5th gear with consumption fuel at a level of not more than 5.5 liters per 100 km in the combined cycle. In addition, thanks to the common rail system (high pressure common rail or ATS), combustion is more homogeneous and almost complete. All this helps to reduce fuel consumption, ensure clean exhaust gases and quiet engine operation.
Peugeot 407
2.0 l HDi: 100 kW (≈136 hp) - DW10BTED4
2.0 l - 100 kW (≈136 hp) - 320 Nm at 2,000 rpm - 6-speed manual transmission or 6-speed automatic transmission. An advanced 2.0 liter diesel engine coupled to a 6-speed manual transmission develops 103 kW (140 hp). The engine has a minimum fuel consumption of around 5.6 liters per 100 km, while CO2 emissions are only 150 g/km.
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Engine code |
DW10BTED4 |
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Gearbox type |
ML6C/L |
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Official engine type |
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85x85 |
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Working volume, cc |
1997 |
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Number of cylinders |
4, row arrangement |
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Number of valves per cylinder |
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Max. power kW/hp |
100/136 |
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Max. torque, N.m. |
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2000 |
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4000 |
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YES |
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Turbocharger |
with adjustable geometry |
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fuel injection system |
direct injection |
Peugeot 4007
2.2 l HDi FAP - 156 hp – DW12M
The power of a car with a 2.2 liter engine is 156 hp. at a torque of 380 N/m. With smooth and responsive operation, this engine offers one of the best combinations of high fuel efficiency, low emissions and a high level of driving pleasure. The HDi diesel engine is aggregated with a six-speed manual transmission.
The 2.2l HDi engine is one of the results of a policy of creating vehicles with high environmental performance. Its aim is to improve driving comfort and dynamics with a larger displacement engine, while maintaining the same levels of fuel consumption and CO2 emissions.
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Engine code |
DW12MTED4 |
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Gearbox type |
Mechanical |
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Official engine type |
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Bore x Stroke, |
85 x 96 (similar |
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Working volume, cc |
2179 (similar |
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Number of cylinders |
4 (inline) |
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Number of valves per cylinder |
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Compression ratio |
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Max. power kW/brit |
115/156 |
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Max. torque, N.m. |
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Speed max. torque |
2000 |
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Speed max. power, |
4000 |
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charge air cooler |
YES |
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Turbocharger |
One with adjustable turbine |
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fuel injection system |
direct injection |
Partner Tepee
1.6 l HDi 90 hp – DV6ATED4
This engine provides the car with fast acceleration from a standstill, a responsive response and a real driving pleasure at moderate operating costs. The maximum torque of the engine is 215 Nm at 1750 rpm, and the scope is even higher since 90% of the maximum torque is available at 3500 rpm. Combined consumption is 5.8 liters per 100 km with CO2 emissions of around 153 grams per kilometer.
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Engine code |
DV6 ATED4 |
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Official engine type |
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Bore x Stroke, |
75 x 88.3 |
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Working volume, cc |
1560 |
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Number of cylinders |
4 row arrangement |
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Number of valves per cylinder |
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Compression ratio |
|
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Max. power kW/hp |
66/90 |
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Max. torque, N.m. |
|
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Speed max. torque |
1750 |
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Speed max. power, |
4000 |
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charge air cooler |
YES |
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Turbocharger |
fixed geometry |
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fuel injection system |
direct injection |
